Saturday, August 30, 2014

Thousands of commercial drone operators nationwide are cashing in on flying small, camera-equipped aircraft in defiance of the Federal Aviation Administration, which has barred such businesses from operating while it develops rules for the industry.

Horizon Aerial Media Services of Glen Park is a participant in the legal tug-of-war between commercial operators and the FAA. The business, launched in April by Jason R. and Amanda N. DesJardins, has used its drones to shoot video featuring virtual tours of homes for sale, weddings, a commercial for Davidson Automotive Group and the Jefferson County Fair, among other things.

So far the FAA has sporadically cracked down on the banned commercial use of drones, also called unmanned aerial systems. It has issued fines and cease-and-desist letters in some cases. But commercial operators contend the FAA has taken a contradictory stance by allowing hobbyists to use drones while barring commercial operations. The FAA has permitted hobbyists to use drones as long as they keep them within sight of the remote-controlling operator at all times, fly them under 400 feet and keep them away from airports. The FAA, meanwhile, has been working on specific rules since 2009 to govern the commercial use of drones but hasn’t yet enacted anything — leaving the industry in limbo. It has barred those uses until new rules are in place. The FAA has said it hopes to propose regulations later this year permitting the use of commercial drones that weigh 55 pounds or less. But industry experts say it’s unclear what those rules will entail and how they would be enforced. Congress, meanwhile, has ordered the FAA to develop a comprehensive plan to safely integrate drones by September 2015.

The DesJardins demonstrated their trade for the Times on Thursday as they shot a real estate video of a home for sale off County Route 193 in Theresa with one of their small drones with four rotors, a Phantom 2 Vision+ manufactured by DJI Innovations. The drone, which shoots high definition video with 1080 megapixels, was bought online by Horizon for about $1,300.

On Thursday, Mrs. DesJardins operated the drone’s camera using her Samsung tablet, giving her husband directions while he navigated the 3-pound drone with a remote controller over the 25-acre property. The outdoor filming was done in about 10 minutes. While inside the house, the drone was carried by the couple from room-to-room to shoot the video.

The couple charges $150 to do real estate videos, which are made available for owners to post online, Mrs. DesJardins said. Outdoor weddings and other special events typically cost $300.

“Everyone thinks we’re getting rich, but we’re not,” she said. “These real estate videos are worth over two times what we’re charging, but our business plan this year is just to get people involved.”

Mrs. DesJardins argued the FAA, which sent a cease-and-desist letter to Horizon this summer, has a problem on its hands because it hasn’t developed rules to keep pace with the rising demand for drones to be used for commercial purposes.

“I think the barn door is open, and everyone is out there with them,” she said. “The FAA should have done this years ago, when it knew this was up-and-coming, instead of waiting until now.”BEGGING TO BE REGULATED

Mario D. Mairena, government relations manger for Washington, D.C.-based Association for Unmanned Vehicle Systems International, said the industry has been left in limbo by the FAA. Unlike other industries, the drone community is begging to be regulated, he said.

“We are in limbo, and we want to be a regulated community,” he said. “Safety is paramount, and we do not support the unsafe and reckless use for those that are attracted to flying UAS for commercial purposes. There are so many variables that a lot of these supposed commercial users aren’t aware of. What kind of standards they will need to follow remains to be seen, and we hope that training will be required.”

Mr. Mairena said the nonprofit global organization, which is devoted to advancing interests of the drone community, is opposed to businesses operating drones until rules are in place for a good reason. If a major accident were to occur while the FAA is developing rules, he said, it could set back the industry in a major way. “Unfortunately, we can’t control the temperament of a lot of users that are choosing to break the law,” he said. “If there was an accident caused by a user who is recklessly using a UAS, it could set the industry back tremendously. It would trigger more of a reaction from the legislative body that could enforce greater restrictions.”

Patience will be required, however, among would-be commercial users who are awaiting the FAA’s green light.

Mr. Mairena said the FAA is expected to take a “piecemeal approach” for allowing commercial operations to use drones. In Washington, the FAA is now considering about 20 petitions for exemption from its ban on commercial drone-flying. Exceptions for pipeline and smokestack inspectors, movie-makers and agriculture uses are being considered. Amazon.com is seeking permission to test drones for its delivery service.

Earlier this month, the FAA announced Griffis airport in Rome as its fifth test site for small drones. The agency said researchers at the Oneida County airport will focus on testing the use of drones for agriculture applications.

“The safe integration of unmanned aircraft into the national airspace is our number one priority, but the agricultural research performed in Rome also may have far-reaching benefits to farmers in New York and across the nation,” Transportation Secretary Anthony Foxx said in a prepared statement.

FAA is authorizing six locations to test how small, low-flying drones can safely operate as it continues to develop comprehensive rules. Other sites announced so far are in Alaska, Nevada, North Dakota and Texas.FUTURE OF INDUSTRY

The future economic impact of the commercial drone industry, meanwhile, will be held back until the FAA officially integrates rules, Mr. Mairena said. In March 2013, the AUVSI released an economic study that determined the industry has the potential to create 100,000 jobs and generate an $82 billion economic impact in the first decade after FAA rules are integrated. The organization identified an array of commercial applications that would benefit, such as crop dusting, mining, port security and powerline surveying.

“And each day that the integration is delayed, that’s a $27 million loss in economic impact,” Mr. Mairena said.

The FAA’s multi-year process for implementing those regulations has had a direct impact on students at Embry-Riddle Aeronautical University in Daytona Beach, Fla. That’s because the FAA bars small drones from being used for educational purposes unless they are tethered to a stake in the ground, said Daniel Macchiarella, chair and professor of the university’s Aeronautical Science Department.

Even so, FAA rules haven’t stopped students from enrolling in a science degree program for unmanned aircraft systems, Mr. Macchiarella said. The program had only 11 students when it was launched in 2011. Today, 220 students are enrolled in classes.

Professors across the country have complained about FAA restrictions, which hamper students from learning how to pilot the drones. When a drone is tethered to the ground with a cord, the FAA no longer defines it as an unmanned aircraft.

Students at Embry-Riddle are compelled to fly drones attached to 90-pound parachute cords that are several hundred feet long. That extra weight makes the drones challenging to fly, said Mr. Macchiarella, who hopes the FAA will soon announce rules for small drones this fall that will allow them to be used for educational purposes.

“It’s really a major limitation, he said. But this fall, “I think the FAA will set up some conditions for us to fly untethered.”

Those who graduate with degrees in UAS science usually start out making about $50,000 a year, he said. In the U.S., they are typically hired by governmental contractors and agencies that allow drones. But if they later advance to work for companies overseas, their salaries could be two to four times higher, he said.

Right now, drones are known for doing jobs that are “dull, dirty and dangerous,” such as powerline monitoring, sweeping over agriculture land and for law enforcement, Mr. Macchiarella said. But applications are expected to be greatly expanded in the private sector after the FAA integrates rules, he said.

“I think within 50 to 60 years, we’ll produce as many unmanned pilots as we do manned,” he said. “It’s going to be the future for aircraft systems, and now it will just depend on what happens with the regulatory environment.”

LEGAL UNCERTAINTY

Model-aircraft hobbyists, commercial drone pilots and university researchers asked a federal court Aug. 22 to overturn a FAA rule that groups consider too restrictive. The controversial rule, which took effect June 23, defines in more detail who qualifies as a hobbyists and what precautions they need to take when flying drones.

The three lawsuits, which were filed in the U.S. Circuit Court of Appeals, contend restrictions in the new definition of hobbyists are arbitrary and an abuse of discretion, said attorney Peter Sachs, who launched an advocacy group called the Drone Pilots Association this summer.

The DPA joined three other groups to file one of the lawsuits. Other groups involved in the lawsuit include the UAS America Fund, SkyPan and FPV manuals. Mr. Sachs, a petitioner in the lawsuit, called the FAA’s passage of interpretive rules an attempt to “add teeth” to its ban on commercial operations.

In effect, “compensation of any kind for the use of drones is banned,” Mr. Sachs said. “That would include receiving money for a demo show at a model aircraft event, using a drone video for a news broadcast, using a photo taken with a drone in a real estate listing, or determining whether one’s crops need to be watered on a farm with a drone.”

Mr. Sachs said the DPA, which has about 1,500 members who use drones for commercial and non-hobby purposes, has argued in the lawsuit that the FAA’s new rule is a direct violation of what Congress forbade in 2012 when it approved the FAA Modernization and Reform Act. That legislation included a provision that stated the FAA is not allowed to create any new laws with respect to model aircraft not approved by Congress.

“They basically did what Congress specifically said they could not do,” Mr. Sachs said.

Mr. Sachs contended that meaningful legislation crafted by the FAA to regulate commercial drones isn’t likely to be approved for years.

“It’s highly unlikely that anything is going to happen for many, many years unless something changes legally,” he said. “They’re so far behind and are spending way too much time trying to enforce laws that don’t exist. Regulations that are safety oriented should be in place, but it could be 10 years before we see them.”

In the meantime, Rep. William L. Owens said he is concerned the unregulated use of commercial drones creates “chaos in the sky” with dangerous flight encounters.

“You have people getting into flight patterns,” said Mr. Owens, D-Plattsburg. “We’ve got helicopters that are moving out of Fort Drum. Do you suddenly want a drone popping up that they can’t see and their radar doesn’t pick up? I don’t think that’s a place we want to be until we have a control system in place that allows that to happen safely.”

Video of a virtual real estate tour shot with a drone by Horizon can be viewed at http://wdt.me/drone-tour.

by the numbers

• Commercial drone operations in the U.S.: about 10,000*

• Average cost of drone with built-in camera: about $1,000

• Cost for drone to film wedding: $300

• Projected economic impact of industry: $82 billion through 2025*

*Drone Pilots Association and Association for Unmanned Vehicle Systems International

Sarah Renee Rhoads, long-time airport employee who died during an accident at the airport earlier this year, was remembered during the StartSkydiving sixth annual Work Stinks! Boogie held at Middletown Regional Airport, Saturday, Aug. 30, 2014.

Greg Lynch
Guest Organizer Guy Wright, from Skydive the Ranch in New York helps skydivers plan a jump during the StartSkydiving sixth annual Work Stinks! Boogie held at Middletown Regional Airport, Saturday, Aug. 30, 2014.

MIDDLETOWN — Start Skydiving’s sixth annual Work Stinks Boogie event at Hook Field was dedicated to a former employee who died tragically earlier this year in an accident at the airport.

Sarah Rhoads, 24, of Miamisburg, died after being critically injured when she accidentally walked into an operating airplane propeller this past June. Rhoads was an office manager for more than three years at Start Skydiving Dropzone at 1711 Runway Drive in Middletown.

“She loved the evening when it was over and the fireworks, that was her thing. She wanted to go out and enjoy it,” said John Hart, owner of Start Skydiving. “So to be stuck behind a desk, oh, she’d say works stinks; so it was great to name it after her.”

“Everybody expected to see her when they walked into the main office building, and it’s hard she’s not here,” said Emilee Langenkamp, a local skydiver who knew Rhoads.

“I’d walk in(to the office) in the morning a little sleep,y and she would have a nice smile for me,” said Josh Globac, a local skydiver. “Sarah was an awesome girl, we’ll never forget her. We all love Sarah. We all miss her.”

Rhoads, as she frequently did, walked out of the hangar to the plane on the tarmac to ask the pilot if he wanted any food. But for some reason, she walked into one of the propellers on the Nouvel Air airplane that was idle on the tarmac.

This year’s event began on Aug. 27 and ends on Sept. 1. Last Friday, there was a lantern launch in memory of Rhoads.

“About a 100 lanterns (were launched), and it was absolutely stunning to watch, to see people having fun thinking about her,” said Hart. “You never forget somebody that has a radiant smile that Sarah had.”

On Saturday night, Hart said they had a painting commissioned of Rhoads, “and we’re going to present it to her father, brother and sister; it’s going to be hanging there in the airport. We wanted to have something special that’s here all the time just to see Sarah smile with us.”

Hart predicts approximately 1,000 skydivers will participate in this year’s six-day event. He said skydivers will jump non-stop from three aircrafts this holiday weekend.

“You accelerate to 120 to 130 mph,” said Hart. “It’s a feeling you can’t get anywhere else, and then that parachute opens up, it’s all of a sudden quiet, you get this breathtaking view. There’s nothing greater than the experience of skydiving.”

A five dollar donation, which goes to charity, is the admission fee. Money raised will be donated to the Sgt. James Robinson Memorial Scholarship fund. In addition to skydiving, there’s live music, food and a dunk tank, which Hart knows all too well.

“You got to pay to put somebody in the dunk tank cause everything’s going to charity. I was in it last night quite a few times. I don’t know if people like me or hate me,” Hart said with a laugh.

A huge fireworks show lit up the sky Saturday night around 10 p.m. Hart called it the biggest fireworks show in Butler County this holiday weekend.

“Jumping from the sky with pyrotechnic on our legs to kick it off, and the fireworks display is going to last a good 35 minutes,” said Hart.

Hart said Saturday afternoon that he expected thousands to be on hand for the fireworks show.

Longenkamp and Globac have each been skydiving for three years, and attended this event last year.

“I absolutely love it here, this is my second home, my home away from home,” said Globac. “The energy here is awesome.”

“Great time to be able to be with people you consider your second family and hang out. We get to have fun doing the sport during the day and then hang out and party at night,” said Longenkamp.

NTSB
investigators may not have traveled in support of this investigation
and used data provided by various sources to prepare this aircraft
accident report.

On June 1, 2014, about 1400 eastern daylight
time, a propeller from a DeHavilland DHC-6-200 airplane, N223AL, struck
an employee from the skydiving operator as she walked toward the cockpit
while the airplane was standing with the engines operating on a ramp at
the Middletown Regional Airport/Hook Field (MWO), near Middletown,
Ohio. The employee received fatal injuries. The airplane was registered
to and operated by Win Win Aviation Inc. under the provisions of 14 Code
of Federal Regulations Part 91 as a skydiving flight. Day visual flight
rules conditions prevailed at the time of the accident and the flight
was not operating on a flight plan. The local skydiving flight was
standing on the MWO ramp while waiting for passengers to board when the
accident occurred.

The local MWO skydiving operator, Start
Skydiving LLC, contracted with the airplane operator, Win Win Aviation
Inc., to supply the airplane and pilot to support skydiving operations
at MWO. The skydiving operator operated single-engine airplanes with the
propeller located in front of the cockpit; however, the contracted
airplane was a twin-engine airplane with its propellers located under
each wing.

According to the pilot's report, he asked a skydiving
operator's employee if he could order something to eat for lunch as they
had talked about earlier in the day. The employee responded that she
had time to come see the pilot at the airplane because she was expecting
a small delay before the next flight. The pilot thought the delay was
not long enough to justify shutting down the engines.

The pilot
observed the employee running with a piece of paper once she exited the
manifest office, which was about 100 feet in front of the airplane. He
reached between two seats to get a pen ready while the employee had to
go around a fence to the loading area before entering the airplane
parking area. The skydiving operator's employee subsequently walked into
the operating propeller under the airplane's left wing.

This
is preliminary information, subject to change, and may contain errors.
Any errors in this report will be corrected when the final report has
been completed. NTSB investigators may not have traveled in support of
this investigation and used data provided by various sources to prepare
this aircraft accident report.

On June 1, 2014, about 1400
eastern daylight time, an employee from the fixed base operator
responding to a DeHavilland DHC-6-200 airplane, N223AL, received fatal
injuries when she was struck by an operating propeller blade as she
walked toward the cockpit while the airplane was standing on a ramp at
the Middletown Regional Airport/Hook Field (MWO), near Middletown, Ohio.
The airplane sustained minor propeller damage. The airplane was
registered to and operated by Win Win Aviation Inc. under the provisions
of 14 Code of Federal Regulations Part 91 as a skydiving flight. Day
visual flight rules conditions prevailed at the time of the accident and
the flight was not operating on a flight plan. The local skydiving
flight was standing on the MWO ramp while waiting for passengers to
board when the accident occurred.

The second Ontario woman charged with multiple offenses after a Cuba-bound flight she was on turned back to Toronto's Pearson International Airport is out of jail.

Both women accused of the disruptive behavior were granted release on $2,500 bail Thursday. Lilia Ratmanski, 25, of Whitby, was released the same day, but Melana Muzikante, 26, of Vaughan, was held overnight until someone could sign for her release.

The two are faced with charges of smoking on board an aircraft, endangering the safety of an aircraft, mischief endangering life, mischief over $5,000 and uttering threats during the incident Wednesday night.

Police allege the women aboard the afternoon flight from Toronto to Varadero drank alcohol, got into a fight with each other and activated a smoke alarm by lighting a cigarette in the lavatory.

The pilot of the 737 described the two women as disruptive "in a serious manner," and reported to NORAD (North American Aerospace Defence Command) while the plane was in U.S. airspace that the aircraft was "under threat."

Officials with NORAD's Canadian sector in Winnipeg told CBC News that they sent two Canadian Forces CF-18 fighters from CFB Bagotville in Quebec to intercept Sunwing Flight 656 and escort it back to Pearson.

The women were arrested when the plane landed, said Const. George Tudos of Peel Regional Police.

The two may be on the hook for more than just the criminal charges, as well.'The captain just had enough'

Scrambling CF-18s isn't cheap. It costs $45,000 to put a Canadian CF-18 in the air for one hour.

Airline analyst Karl Moore says it seems excessive to call in the military to escort the commercial flight over something like this, but that it is the pilot's responsibility to ensure everyone's safety.

"At a certain point the captain just had enough, and felt like this was something which was causing a very bad scene on board," Moore said.

The airline said the threat the women made was considered non-credible, but that they had to follow procedure, which meant turning around and getting a military escort.

Sunwing says it is a major cost setback to divert a plane, and in this instance they estimate that cost to be about $50,000. The airline is considering seeking restitution from the two women.

Ratmanski is to appear in court again on Sept. 29. It is unclear when Muzikante is scheduled to next appear.

MONTEREY - Monterey Regional Airport's manager Thomas Greer said he hoped the news of his retirement would slip by with little fanfare after it was noted in a special meeting agenda last week.

"Our agendas usually do not cause peoples' heart to flutter," he said in his characteristic Alabama lilt.

Greer, 71, has served as the airport's general manager since 2003, taking the helm a year after he was hired as assistant general manager.

"It was sort of the pinnacle to be able to finish a career in Monterey," he said. "The cherry on top of my ice cream sundae."

Greer is one of those rare, fortunate people who've always loved their work.

"I've been doing this for 45 years next April. I'm no spring chicken," he said. "It's all I've ever done."

Raised in Birmingham, Alabama, Greer had an inkling he wanted to work in aviation from a young age.

It helped that the family lived next door to an airport.

"My dad, when he got back from the war, he would turn me loose in the hangar and he'd go flying," Greer said. "I never could afford to take flying lessons, but when I went out to school, I was going to be an engineer."

While readying for that career, he took a summer job where he "saw the managers of the engineers, and saw what I wanted to do."

Before that could happen, he spent "four or five years" flying with the U.S. Marine Corps, a job that included flying more than 300 combat missions in Phantom F4-Bs.

"People do that every day," he said. "You just do what you're trained to do."

Later, when he'd just gotten out of the Marines and "had a young wife and little baby," he saw an opening for an airport manager near Columbus, Mississippi.

"I just drove over there. It was raining on a muddy road in Mississippi. There was nothing but about 20 pieces of equipment stuck in the mud," he said. "It wasn't really what I had in mind."

The job, it turned out, was to build an airport.

And so he did.

"It's smaller than Monterey," he said. "We built everything. We had to build the sewer treatment, the water well."

The Golden Triangle Regional Airport is still in business today.

When he later managed Burbank's airport, it was still owned by the Lockheed Corp.

Part of the airport was off-limits, he said, and became known as the famous Skunk Works, where aircraft such as the U-2, SR-71 Blackbird and "Stealth Fighter" were developed.

In Monterey, Greer has most recently overseen a drawn-out environmental lawsuit that delayed a planned runway safety project and finally settled last August.

Attorneys had argued the district did not properly explain plans for a new access road, extension of a runway plateau or movement of more than 140,000 cubic yards of dirt.

The entire project has a budget of about $49 million.

Airport board member Carl Miller said the runway safety component, mandated for all commercial airports by Congress, will barely meet the deadline when it's completed at the end of 2015.

Although many people think of the project as a runway "extension," Miller said that in Monterey's case a unique technology is being used so the runway does not have to be lengthened.

It involves laying down an "engineered materials arrestor system" — EMAS — which is basically "crushable cement," Miller said. "It starts off thin and gets very thick. You can drive a car over it, but a plane will be slowed."

That allows the airport to avoid extending the runway 1,000 feet as other facilities have done, he said.

Greer plans to step down from his post in June, but announced it now to allow the board time to find a replacement.

Miller said Greer will be tough to replace.

"He's been an excellent airport manager and we're sorry to see him leave," Miller said. "His experience and stature in the aviation industry made him ideal."

Greer and Miller both note that while every city has lots of lawyers, doctors and other professions, it has only one airport director.

The field is small, Greer said, and "you have to be a gypsy."

District board members at an Aug. 20 special meeting were set to consider hiring ADK Executive Search to find a replacement. The firm specializes in airport executive searches.

According to a staff report submitted to the board, ADK's $33,000 fee would includes field interviews with potential candidates. Without field interviews, the fee would be $28,000. Travel expenses could run $8,000.

The matter comes back before the board Sept. 17.

"We're extremely lucky to have Greer. Selecting his replacement is critical for the future success of this airport," Miller said. "This, and our new master plan, are the most important decisions our board will make in recent history."

Until June, Greer plans to keep going at the job he loves, while staying "low key."

"I have a lot of things to do here. I gotta keep the toilets flushing," he said. "It's all part of the job."

But he's pleased the runway safety project and the airport's master plan will be completed next year.

The airport, he said, "is a multimillion-dollar asset to this community. It has 2,000 employees. It's an asset that elected officials should be proud of."

He says he plans to stay in the Monterey area.

"How can you not like Monterey?" he says — and besides, his kids in Southern California can always fly in for a visit.- Source: http://www.montereyherald.com

Monroe officials hope to meet with United Airlines representatives soon to continue discussions about the possibility of a direct flight from Monroe to Denver.

Story Highlights

About 6,500 passengers fly from Monroe to Denver each year.

United, American and Delta currently offer service to Denver, but none offer direct flights.

City officials also are also discussing the possibility of a flight to Las Vegas.

Monroe city officials expect to meet soon with United Airlines to continue negotiations to secure a direct flight between Monroe Regional Airport and Denver International Airport.

The direct flight would be a critical connection for Monroe-based CenturyLink, which also has a large regional headquarters in Denver, while Colorado's capital is also a prime destination for the general traveling public in the market.

After the first meeting last month, United Airlines requested additional information and analysis about potential customers who would choose a direct flight to Denver from Monroe, and Monroe Airport Director Ron Phillips said city officials will provide that information at the next meeting.

About 6,500 passengers fly from Monroe to Denver each year, tied with Los Angeles for the fifth-most visited destination from Monroe Regional Airport, Phillips said.

Monroe applied for a $500,000 small-community-development air service grant with the Department of Transportation that would go toward the development of air services and “hopefully the flight to Denver,” Phillips said.

If Monroe receives grant funding in the fall, it would be used for air service development, including marketing and incentives for flights. The money can be used to offset the costs of operating the flight and market the service throughout the region.

“We are still working on this. It’s not an overnight process, but we’re still in constant contact with the people at United and we’re looking at all of our options. We are talking to other airlines about that particular flight,” Phillips said.

City officials also are also discussing the possibility of a flight to Las Vegas.

“We’ve had a number of people inquire about that flight, and we feel it would be good for this area as well,” Phillips said.

Monroe Mayor Jamie Mayo said city officials have engaged the business community to spark interest in the proposed flight.

“When we go back we will present an even stronger case, and we’re optimistic we have a good case,” Mayo said.

A time frame was not disclosed when city officials would meet with United Airlines, but both Mayo and Phillips said it would be soon.

United, American and Delta currently offer service to Denver, but none offer direct flights. United operates a direct flight to Denver from Shreveport and Lafayette.

Many residents and business officials travel to Shreveport to fly directly to Denver, Mayo said.

CenturyLink, in addition to using commercial air service, also sends one of its own corporate jets to Denver and back each week as a shuttle.

“It’s just a disaster waiting to happen,” said Bill Miners, a Chesapeake City town councilman, late last month. “We think it is our responsibility to ensure public safety.”

Miners introduced a bill at the council’s Monday, Aug. 25 to prohibit the landing of aircraft in town except under certain circumstances. While helicopter landings at the popular canal-side restaurant were the focal point of the legislation, the bill also calls for the prohibiting of flying unmanned aircraft, such as increasingly popular drones, below 400 feet within town limits.

Those exempt under the proposed ordinance include the U.S. Coast Guard or other federal government aircraft, Maryland State Police Medevac helicopters or licensed aircraft used solely for the purpose of agricultural crop maintenance.

Violation of the ordinance would be a municipal infraction punishable by a formal notification filed with the Federal Aviation Administration and a fine. A first offense would be $1,000, while second offenses increase to $2,000 and then $10,000 for all subsequent offenses.

Miners said the bill is a precautionary measure designed to protect the public, as helicopters are currently landing in close proximity to fuel docks at the restaurant.

“If that helicopter hits the fuel dock or the bridge, who knows,” he said.

“I bring clients for dinner at Schaefer’s about once a week or once every other week in the season, which is April to September, and maybe five times during the off season,” he said. “I also go to the Kitty Knight House a little further south and land there too. I had not heard of such an ordinance before this.”

Stuart said he has “one of the quietist helicopters out there.” He said it would be difficult to overshoot a helicopter landing and hit a fuel dock.

“I land on another dock that is separate from the one with the fuel,” Stuart said. “I follow the standard approach when landing and taking off at Schaefer’s, and that is to head toward Cecil County Airport. I follow the waterway and try not to fly over houses. My clients enjoy coming to Chesapeake City, it brings in some tourism.”

John Giordano, owner of Schaefer’s Restaurant, said he was not sure of the intent of the proposal.

“Schaefer’s has had a heliport for as long as I can remember. They used to bring Santa in and land there,” Giordano said. “It won’t effect our business, but I am not sure where this is coming from.”

Spirit Airlines is wrapping up seasonal flights to Boston, Chicago and Detroit that helped make Atlantic City International one of the fastest-growing regional airports in the country during the summer holidays.Service to Boston, Chicago and Detroit ends Tuesday, while another seasonal route to Atlanta stops Nov. 1. Spirit serves all four cities during the spring and summer months to capitalize on Atlantic City’s peak tourist season.

The Port Authority of New York and New Jersey, the agency that manages Atlantic City International, is in talks with Spirit and other unnamed airlines about possibly converting the seasonal routes into year-round service that could support the convention industry.

“There are certain markets we believe have year-round viability with the right schedule and support from the community, considering the added convention lift and the overall economic impact that they could bring to the region,” said E.J. Mullins, the Port Authority program director for Atlantic City International. “Discussions with Spirit and other carriers regarding year-round service on certain seasonal routes are ongoing.”

Atlantic City hopes to lure more conventions to offset the spate of casino closings this year, including the planned shutdown of Showboat Casino Hotel on Sunday, Revel Casino Hotel on Tuesday and Trump Plaza Hotel and Casino on Sept. 16. Air service is regarded as key for transporting conventioneers and other business travelers to town for multi-night stays.

Atlanta is viewed as a potential feeder market for Atlantic City conventions. Mullins noted that Spirit’s seasonal Atlanta route might be a candidate for year-round service as part of the carrier’s ongoing fleet expansion.

“This particular route has considerable year-round demand both outbound and inbound,” he said. “In addition to ACY’s brand recognition in the Atlanta market as a convenient low-cost alternative to the region through Spirit’s seasonal service, there is a strong history and positive trend started with service by Delta and AirTran and other low-cost operators within ACY’s market area.”

Both Delta and AirTran flew between Atlanta and Atlantic City in recent years, but halted service after complaining that the route was unprofitable. Continental and US Airways were among other big-name airlines that experimented with Atlantic City flights over the years, but ultimately pulled out. Some of them were given millions of dollars in public subsidies to support their service, but left after those financial incentives ended.

Airport officials are encouraged by this year’s results. Passenger traffic has climbed 11 percent through the first seven months of 2014 compared to the same span last year. The airport is recovering from an 18 percent decline in traffic in 2013 blamed on the lingering effects of Hurricane Sandy on the travel industry.

A jump in summer travel allowed Atlantic City International to post some of the biggest increases in passenger volume among the nation’s regional airports during the Memorial Day, Fourth of July and Labor Day holidays, Mullins said.

Spirit’s seasonal flights to Boston, Chicago, Detroit and Atlanta contributed to the growth. Mullins said there were “positive expectations” for those flights heading into the summer, although final figures are not yet available. A Spirit representative could not be reached for comment Friday.

In addition to its seasonal flights, Spirit has succeeded in the Atlantic City market by flying local travelers to Florida vacation spots year-round. United Airlines entered the Atlantic City market in April, launching nonstop flights from its Chicago and Houston hubs.

The Port Authority continues to talk with other airlines about the possibility of starting new service to Atlantic City within the next year, Mullins said. It has lined up about a dozen meetings with airlines at the World Routes industry conference in mid-September in Chicago, he noted.Story and Comments: http://www.pressofatlanticcity.com

NTSB Identification: CEN14FA45314 CFR Part 91: General AviationAccident occurred Monday, August 25, 2014 in Willoughby Hills, OHAircraft: CESSNA 172R, registration: N4207PInjuries: 4 Fatal.NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.HISTORY OF FLIGHTOn August 25, 2014, at 2158 eastern daylight time, a Cessna 172R airplane, N4207P, collided with terrain in Willoughby Hills, Ohio, following a loss of control shortly after takeoff from the Cuyahoga County Airport (CGF). The private pilot and three passengers were fatally injured. The airplane was destroyed by impact and a post impact fire. The airplane was registered to a private individual and operated by T&G Flying Club, Inc. The pilot rented the airplane and was flying it on a personal flight under 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed for the flight which was not operating on a flight plan. The flight was originating at the time of the accident. At 2022, the pilot reserved the airplane from T&G Flying Club using an online reservation system. He reserved the airplane for 4 hours, beginning at 2030. The employees of the flying club had left for the evening by time the pilot and passengers arrived at their facility.Two witnesses, stated that shortly after 2100, they saw 4 males walk across the ramp toward the tie-down area near hangar 7. One of the males had a carry-on type suitcase. It was later determined that the "suitcase" was most likely the roller-type flight bag that the pilot used. The pilot and passengers then boarded the accident airplane. One of the witnesses stated the airplane stayed on the ramp for about 30 minutes with the engine running. They did not see the airplane after this time. A security camera mounted on one of the buildings near the ramp captured four individuals walking on the ramp at 2107.At 2146, the pilot called ground control for a takeoff taxi clearance stating he was on the ramp south of the T&G Flight Club. The controller issued the pilot a clearance to taxi to runway 6 via the Alpha 7 taxiway to the Alpha taxiway. The controller issued the wind condition as 140 degrees at 8 knots along with the altimeter setting. The pilot stated his radio was a little "fuzzy" and he asked the controller to repeat the clearance. The controller repeated the taxi clearance, which the pilot subsequently repeated correctly. About four minutes later, the controller informed the pilot that he is taxiing to the wrong runway. After asking the controller to repeat what he said, the pilot stated "Thank you I'm sorry." The controller then issued taxi instructions to the approach end of runway 6.At 2156, the pilot radioed that he was ready to takeoff on runway 6. The controller asked the pilot what his direction of flight was going to be. The pilot responded that they were going to fly east to sightsee and that they would be back in a little while. The controller issued the takeoff clearance with a right turn after takeoff. At 2158, the pilot radioed that they were not "…climbing fast…" and they wanted to immediately make a left turn to turn around. The controller approved the left turn. The controller stated it appeared the airplane began a left turn when it descended to the ground. The controller reported that during the takeoff, the airplane became airborne about 100 feet past taxiway Alpha 6, which was approximately 2,000 down the runway.PERSONNEL INFORMATIONThe pilot held a private pilot certificate with an airplane single-engine land rating which was issued on August 8, 2013. The pilot also held a third-class medical certificate issued on November 10, 2011. The medical certificate did not contain any limitations. The pilot's logbook records were not located during this investigation. The pilot completed a membership application for the T&G Flying Club on October 1, 2013. On that form, the pilot reported having 104.3 hours of flight time in Cessna fixed gear airplane models 150-177. A reconstruction of flight times that the pilot flew at both T&G Flying Club and at the Jack Barstow Airport, Midland, Michigan, indicate the pilot had flown 12 hours since his private pilot flight test, resulting in a total flight time of about 116.3 hours. Most if not all of the pilot's flight time was in Cessna 172 airplanes. AIRCRAFT INFORMATIONThe accident airplane was a Cessna 172R, serial number 17280798. It was a four-place, high-wing, single-engine airplane with fixed landing gear. The owner of T&G Flying Club purchased the airplane on November 29, 2005. Maintenance records indicate the last annual inspection on the airframe was completed on August 1, 2014, at a total aircraft time of 5,957.6 hours. The last logbook entry was dated August 19, 2014, which noted the vacuum pump was replaced at a total aircraft time of 5,969 hours. According to the operator's rental records, the airplane had been flown 18.8 hours since the annual inspection which would have resulted in an aircraft total time of 5,976.4 hours at the beginning of the accident flight. The airplane was equipped with a 180-horsepower, Lycoming IO-360-L2A engine, serial number L-25996-51A. The last annual inspection of the engine was completed on August 1, 2014. The engine total time at the last annual inspection was listed as 3,679.4 hours and the time since the factory overhaul was listed as 2,061.7 hours. The airplane was equipped with a McCauley propeller model 1C235/LFA7570, serial number TG025. The last propeller annual inspection was completed on August 1, 2014. The airplane's total useable fuel capacity was 53 gallons. The airplane was last fueled on August 21, 2015, with 25.1 gallons of 100LL which filled the tanks. The airplane was flown 1.9 hours between the last fueling and the accident flight. An average fuel burn for the airplane was approximately 9 gallons per hour which would have resulted in approximately 36 gallons of fuel on board at the accident takeoff. First responders reported that fuel was leaking from the airplane at the accident site and they were able to capture approximately 18 gallons of fuel from the fuel tanks. METEOROLOGICAL CONDITIONSThe weather conditions reported at CGF at 2200 were wind from 140 at 10 knots; visibility 10 miles; clouds 3,500 ft. scattered; ceiling 20,000 ft. broken; temperature 24 degrees Celsius; dew point 20 degree Celsius, and altimeter 30.09 inches of mercury.Records indicate that there were three computerized weather briefing requests from N4207P on the day of the accident. All three were for flights from CGF to 89D (Kelleys Island Land Field Airport, Kelleys Island, Ohio). The first two briefings were logged at 1609:04 and 1609:19. Those briefings had a proposed departure time of 2030. The third briefing was at 2024:06 with a proposed departure time of 2100. WRECKAGE AND IMPACT INFORMATIONThe airplane impacted the ground, a chain link fence, a guy wire, and a telephone pole before coming to rest about 1,000 feet from the departure end of runway 6 on a bearing of 20 degrees. This location is just north of the intersection of Bishop Road and Curtiss Wright Parkway. The wreckage path was along a 210 degree heading. The left wing tip, including the position light, was embedded in the ground at the first impact mark east of the chain link fence. The airplane then traveled through the fence, with the left wing contacting one of the fence posts. The main impact ground scar was on the west side of the fence. Adjacent to the main impact mark were two slash marks in the soft ground. Both marks were about 12 inches long. One of the slash marks was about 7 inches deep and the other was about 4 inches deep. The airplane came to rest on a heading of about 160 degrees with the left wing against the telephone pole. A postimpact fire ensued.The left wing tip was the first part of the airplane to impact the terrain. The wing tip light assembly was embedded in the ground. A concave impact mark along with paint and rust transfers on the left wing aileron indicate that it contacted a metal fence post. The inboard six feet of the aileron was accordioned and crushed toward the outboard section of the aileron which remained attached to the wing. A three foot section long outboard section of the flap remained attached to the wing. The inboard section of the wing and flap were burned. The wing was separated from the fuselage. The wing strut remained attached to the wing. The leading edge of the wing was crushed aft.The outboard section of the right wing was bent upward about 30 degrees starting near the strut attach point. The right wing was separated from the fuselage. The strut remained attached to the wing. The flap and aileron remained attached to the wing. The inboard section of the wing sustained fire damage. The outboard section of the wing was crushed aft. The flap actuator showed the flaps were in the retracted position.The empennage remained intact with the rudder and elevator attached to their respective stabilizers. The outboard section of the right horizontal stabilizer and elevator were crushed. The elevator trim was measured and the measurement equated to a 9 to 10 degree nose-up trim setting. The cabin area and instrument panel were destroyed by the post impact fire. The fuel selector was on the "Both" position and the fuel shutoff valve was in the open position. Flight control continuity was established from all of the flight controls to their respective cockpit controls. EngineThe engine was located with the main wreckage. The engine mounts were separated from the firewall due to thermal damage. The propeller remained attached to the engine. The exhaust system sustained impact damage. The rear accessory case and the accessories sustained thermal damage. The accessories and cylinder valve covers were removed. Thumb compression and engine continuity from the propeller to the accessory section was established when the propeller was rotated by hand. The cylinders and pistons were examined using a lighted borescope and no anomalies were noted. The left magneto could not be turned by hand. The magneto cap was removed and the internal components of the magneto were melted. The right magneto turned by hand, but no spark was visible on the ignition leads. The ignition cap was removed and the inside of the magneto was found melted. The engine was equipped with two vacuum pumps. The pump with the longer shaft was mounted lower on the accessory case. The pump frangible shaft couplings were melted on both pumps and therefore they could not be turned by hand. Both pumps were opened. The vanes and rotor inside both pumps were intact. All fuel lines from the flow divider to fuel nozzles were intact. The fuel nozzles were removed. Nozzle No. 1 was not obstructed, nozzle No 2. was inadvertently dropped in oil during removal, nozzle No 3. was separated in two pieces neither of which were obstructed, and nozzle No. 4 was 80% obstructed with the insert not obstructed. The fuel flow divider was opened and examined. The rubber diaphragm was intact. The engine driven diaphragm fuel pump housing was burned; however, the pump plunger was intact. The throttle arm on the fuel servo was connected and moved the throttle plate. The mixture control arm was separated from impact. The finger screen was clean.The ignition leads sustained thermal damage, but they remained attached to all of the spark plugs. The spark plugs were slightly worn and showed normal operating signatures. The No. 1 bottom plug was wet with oil.PropellerThe propeller spinner was fractured and separated from the propeller. Both propeller blades were straight. One propeller blade contained a ¾ to 1-inch deep gouge near the tip of the blade. Chordwise scratches and leading edge polishing were visible on this blade. The other blade contained light chordwise scratches. There were no anomalies identified with the airframe, engine, or propeller which would have precluded normal operation of the airplane. MEDICAL AND PATHOLOGICAL INFORMATIONAn autopsy was performed on the pilot at the Cuyahoga County Medical Examiner's Office on August 28, 2014. The death of the pilot was attributed to blunt trauma and thermal injuries sustained in the accident. The FAA's Civil Aerospace Medical Institute performed forensic toxicology testing on specimens from the pilot with negative results for drugs and alcohol. ADDITIONAL INFORMATION Weight and BalanceTwo sets of weight and balance calculations, using different variables, were performed for the airplane. The airplane's weight and balance paperwork showed the maximum gross weight for the airplane was 2,457 pounds, the maximum useful load was 787.4 pounds, and the maximum aft center of gravity (CG) was 116 inches aft of datum. The occupant weights provided by the medical examiner were: pilot - 130 pounds; right front passenger - 200 pounds; left rear passenger - 172 pounds; and right rear passenger - 166 pounds.The first calculation used the occupant weights that were provided by the medical examiner's office, 10 pound of baggage, and 35 gallons of fuel. These calculations showed the airplane had a takeoff weight of 2,550.6 pounds with a CG of 112.957 inches.The second calculation increased the occupant's body weights by 10% to account for the weight lost by the thermal injuries and increased the baggage to 15 pounds. These calculations resulted in the airplane at a gross weight of 2,622.6 pounds, which is 165.6 pounds over gross weight and with a CG of 117.127 inches. Witnesses who were with the pilot and passengers before the flight stated the pilot asked two of the passengers how much they weighed. One witness recalled that the passenger who would become the right front seat passenger stated he weighed 200 pounds. The witness stated the pilot performed some calculations in his head and indicated that he believed they would be below the weight limit for the airplane. Personal Electronic DeviceThree iPhones were located in the wreckage. One of the iPhones was able to be accessed and it was sent to the NTSB Vehicle Recorder Division for examination. The iPhone was owned by one of the passengers. At 20:33:01, a text message first referenced the flight. Text messages continued with the same recipient until 21:37. The messages discussed a destination of Kelley's Island; a half hour flight each way for a total flight time of one hour; and the possibility of further communication about the flight using Snapchat.At 21:49, a 10-second video was taken from the back right passenger seat while the aircraft was taxiing. The video panned from the right exterior of the airplane to the forward interior. Persons were in both the left and right front seats. The person in the right front seat was not touching the flight controls. The person in the left front seat had both hands on the yoke. The flap handle was visible in the full up position.

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.

On August 25, 2014, at 2158 eastern daylight time, a Cessna 172R airplane, N4207P, collided with the terrain in Willoughby Hills, Ohio, following a loss of control shortly after takeoff from the Cuyahoga County Airport (CGF). The private pilot and three passengers were fatally injured. The airplane was substantially damaged by impact and a post impact fire. The airplane was registered to a private individual and operated by T & G Flying Club, Inc. The pilot rented the airplane and was flying it on a personal flight under 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed for the flight which was not operating on a flight plan. The flight was originating at the time of the accident.

The pilot reserved the airplane from T&G Flying Club, at 2022 using an online reservation system. He reserved the airplane for 4 hours, beginning at 2030. The employees of the flying club had left for the evening by time the pilot and passengers arrived.

Two witnesses, stated that shortly after 2100, they saw 4 males walk across the ramp toward the tie-down area near hangar 7. One of the males had a carry-on type suitcase. The pilot and passengers then boarded a Cessna 172. One of the witnesses stated the airplane stayed on the ramp for about 30 minutes with the engine running. They did not see the airplane after this time.

At 2146, the pilot called ground control for a takeoff taxi clearance stating he was on the ramp south of the T&G Flight Club. The controller issued the pilot a clearance to taxi to runway 6 via the Alpha 7 taxiway to the Alpha taxiway. The controller also issued the wind condition as 140 degrees at 8 knots along with the altimeter setting. The pilot stated his radio was a little "fuzzy" and he asked the controller to repeat the clearance. The controller repeated the taxi clearance, which the pilot subsequently repeated. About 4 minutes later, the controller informed the pilot that he is taxiing to the wrong runway. After asking the controller to repeat what he said, the pilot stated "Thank you I'm sorry." The controller then issued taxi instructions back to the approach end of runway 6.

At 2156, the pilot radioed that he was ready to takeoff on runway 6. The controller asked the pilot what his direction of flight was going to be. The pilot responded that they were going to fly east to sightsee and that they would be back in a little while. The controller issued the takeoff clearance with a right turn after takeoff. At 2158, the pilot radioed that they were not climbing fast and they wanted to immediately make a left turn to turn around. The controller approved the left turn. The controller stated it appeared the airplane began a left turn when it descended to the ground. The controller reported that during the takeoff, the airplane became airborne about 100 feet past taxiway Alpha 6, which was approximately 2,000 feet down the runway.

The airplane impacted the ground, a chain link fence, a guy wire, and a telephone pole prior to coming to rest about 1,000 feet on a bearing of 20 degrees from the departure end of runway 6. This location is just north of the intersection of Bishop Road and Curtiss Wright Parkway.

The wreckage path was along a 210 degree heading. The left wing tip, including the position light, was embedded in the ground at the first impact mark. This mark was east of the chain link fence. The airplane then traveled through the fence, with the left wing contacting one of the fence posts. The main impact crater was in the west side of the fence. Adjacent to the crater were two slash marks in the soft ground. Both marks were about 12 inches long. One of the slash marks was about 7 inches deep and the other was about 4 inches deep. The airplane came to rest on a heading of about 160 degrees with the left wing against the telephone pole. A postimpact fire ensued.

Flight Standards District Office: FAA Cleveland FSDO-25

CLEVELAND-- The parents of a Case Western Reserve University student who was killed in a plane crash last year have filed a wrongful death suit in the case. Abraham Pishevar II, 18, from Rockville, Maryland, died on the first day of classes in August 2014 when the plane he was in with three other students crashed while taking off from the Cuyahoga County Airport.The other students who died were the pilot, William Felten, 19, of Michigan; John Hill, 18, of Georgia; and Lucas Marcelli, 20, of Massillon.Investigators say the students were on a sightseeing tour and two, including Pishevar, were trying to get into the Zeta Beta Tau Fraternity.The lawsuit was filed last week in Cuyahoga County Common Pleas Court by Pishevar’s parents, Afshin Pishevar and Zahra Mohebbi, both of Maryland. It names the fraternity, the T & G Flying Club, the pilot and the plane’s owner as defendants.The Zeta Beta Tau Fraternity released the following statement:

“The Fraternity continues to mourn the tragic loss of life resulting from this accident. However, the claims made against the Fraternity in this lawsuit are wholly meritless and the Fraternity intends to vigorously defend those claims. Out of respect for the victims and due to the pending litigation, the Fraternity will have no further comment on this matter."

MASSILLON, OH (WOIO) -

Friends and family gathered to say goodbye to a young man who's adult life was cut short at the age of 20.

On Saturday, August 30, Lucas Marcelli was laid to rest at St. Mary's Church in Massillon.

His loved ones have created the Lucas Marcelli Memorial Fund and are accepting monetary donations at any First Merit branch.

Marcelli, along with three other Case Western University students, William Felten, John Hill and Abraham Pishevar, were killed in a Monday night plane crash shortly after take off.

The deadly accident occurred near the Cuyahoga County Airport, at the intersection of Bishop Road and Curtiss Wright Parkway.-Source: http://www.19actionnews.com

A fly-by by the US airforce ahead of the Croke Park Classic American football game between the University of Central Florida Knights and Penn State Nittany Lions drew criticism on Twitter this afternoon with some people believing the end had come.

One woman tweeted: Next time time you wanna fly two F-16s from the US Air Force over the house, give us a f****** warning. Everyone here thought, this is it now.

Another man said the noise had set off every car alarm in north Dublin while Alan Costelloe tweeted: I think most of central Dublin just had a heart attack at a low fly-by of a jet.

A fly-by by the US airforce ahead of the Croke Park Classic American football game between the University of Central Florida Knights and Penn State Nittany Lions drew criticism on Twitter this afternoon with some people believing the end had come.

One woman tweeted: Next time time you wanna fly two F-16s from the US Air Force over the house, give us a f****** warning. Everyone here thought, this is it now.

Another man said the noise had set off every car alarm in north Dublin while Alan Costelloe tweeted: I think most of central Dublin just had a heart attack at a low fly-by of a jet.

Donald Clarke of this parish wondered what on earth the noise was in slightly more colourful terms before realising it came from the F-16s to ‘buzz our city’ before the game.

The capital was awash with the blue, white and gold regalia of transatlantic visitors before the game.

It mightn’t be the shape of ball some were looking for, but the multitudes of visiting fans from Florida and Pennsylvania were wholly unperturbed by events in Limerick as they basked in the revelry and hospitality of their Irish hosts ahead of a less traditional season-opener college football game.

From early today, an estimated 20,000 visitors from the US thronged Temple Bar and clogged the arteries to Jones’ Road and Ballybough following two days of festivities involving open-air traditional music sessions, pep rallies and copious amounts of the obligatory black stuff.

The event is estimated to be worth € 30 million to the Irish economy, and though the figure pales in comparison to the € 100 million thought to have been splashed out by the supporters of Notre Dame and Navy following their Aviva tie two years ago, the occasion lived up to the frenzied precedent set in 2012 as fans were treated to a pre-game colour ceremony by US Marines, the airforce flyby and a parachute drop.

However one of the parachutists missed his target and instead of landing in Croke Park found himself on the railway line behind Hill 16.

An expectant crowd of around 60,000 filed into GAA headquarters as the multitudes of University of Central Florida Knights and Penn State Nittany Lions players cascaded onto the expertly-altered pitch amid decidedly unfamiliar surrounds.

Although the much-anticipated halftime show didn’t quite replicate the wardrobe-malfunctioning, offensive-gesturing events of controversial Superbowls past, the crowd were nonetheless left transfixed by a small-sided, goals-only hurling match featuring top intercounty stars from Munster and Leinster.

Having indulged in the questionable authenticity of Temple Bar’s pre-match stadium tailgate party, Lions supporter Lisa Corradle found safety in numbers among a sizeable contingent of her Penn State compatriots.

“We just travel really well, we’ll go anywhere there’s a ball game. This is exciting because it’s the first time we’ve been outside the United States to play a game, so we all make a vacation out of it,” said Ms Corradle, who is rounding up an all-Ireland odyssey following trips to Cork and Galway.

That’s not to say the Florida fans have any particular aversion to the Emerald Isle. The dominance of blue-clad Lions followers can probably be attributed to the estimated half a million alumni the college boasts, who regularly fill Penn’s gargantuan 106,000-seater Beaver Stadium.

Resplendent in the golden livery of their beloved Knights, Florida natives Jim and June Rieb are hoping that the locals will lend their vocal support to their team, whose kicker Sean Galvin hails from Bandon, Co Cork.

“We’re hoping the Irish are going to be rooting for our team, because our coach is called George O’Leary. We’ve got seven people on our team with Irish influence between coaches and players,” said Mr Rieb, currently in the midst of his fourth visit to these shores.

Things were looking good for the Riebs when the University of Central Florida Knights managed to claw their way back from 10-3 down to take the lead in the final two minutes. But a thrilling finish saw the Penn State Nittany Lions seal the victory with a field goal from the last kick of the game.

Hopes are high a new owner will be found for Blackpool Airport who will invest in the future of the air hub.As revealed in yesterday’s Gazette, Balfour Beatty has put the Squires Gate terminal up for sale as part of a wider decision to sell all its interests in regional airports.Simon Menzies, managing director of aircraft charter firm Pool Aviation based at Blackpool Airport, said his company expected to play a part in encouraging a new investor.He said: “The oldest airport in the UK actually has one of the brightest futures, with its established infrastructure, loyal customer base, highly trained specialist staff along with strong support from its established tenants, partners and passengers.“We look forward to working with all parties, saving jobs, while protecting and developing one of the most special and historic airfields in the UK.“This is at the same time as delivering a strong sustainable asset to all the people in the North West of England, Southern Scotland, Cumbria and Cheshire who have chosen Blackpool as their favorite and most friendly airport.”Chris Mustow, of Air Ads, also based at the airport, said: “We will have to see what happens, but we would like to see an operator come on board who will put aviation at the core of everything they do.”Around 100 workers are directly employed by the airport, but it is not yet known how jobs could be affected by the sale.In a written reply to workers’ questions about possible job losses seen by The Gazette, airport bosses say it is too soon to comment, adding “the size and shape of the company would be determined by the new owners.”Blackpool South MP Gordon Marsden said: “This is a vital part of the infrastructure for Blackpool and the Fylde. We need to keep it as a vibrant airport and I look forward to a far more thorough and detailed briefing on how they intend to take this forward.”

Phil Roberts, Windsor
Airport director of operations is partnering with the proposed Kids with
Cancer Take Flight event scheduled for September 6-7. But the event is
in jeopardy due to lack of funding Monday August 25, 2014.

(NICK BRANCACCIO/The Windsor Star)

A Windsor Airport event for children with cancer has been given the
green light for liftoff after receiving a donation from Caesars Windsor.

Top Guns Kids With Cancer Takes Flight offers a free fun day for
children with cancer, letting them soar over the city so they can have
one day to laugh, smile and forget about their illness. Earlier this
week, it was at risk of being cancelled until the casino offered to donate $10,000 to the event Tuesday.

“We were starting to get very anxious,” said event chair Paul McCain.
“It was great to see that Caesars saw the value in the event, but also
wanted to come out and support the community.”

The event has now reached the minimum $20,000 required to run the event.

The event kicks off the first weekend of Childhood Cancer Awareness
Month, and runs Sept. 6 and Sept. 7. The Saturday is only open to the
cancer patients, their families and other invited guests. This day is
free, which McCann says is to offset the heavy financial burden families
have when taking care of children with cancer.

Sunday is open to the public and is now free to enter. This is an
airport open house day and there will be a static aircraft show and
multiple activities like a military plane flyby and a competition to hit
a target with a bags of flour during a flyby. People will also be able
to be taken on airplane and helicopter rides for a fee.

NTSB Identification: ERA14LA409 14 CFR Part 137: AgriculturalAccident occurred Wednesday, August 27, 2014 in Middleton, TNProbable Cause Approval Date: 06/22/2015Aircraft: CESSNA A188B, registration: N5850GInjuries: 1 Fatal.NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.The pilot was applying chemicals to a soybean field when the airplane struck power lines about 20 ft above the ground. The outboard half of the right wing was severed from the impact with the wires, and the airplane crashed north of the power lines. Data from a handheld GPS recovered at the accident site revealed that the airplane was in level flight, at low altitude, and on a northerly heading when it impacted the wires. Examination of the wreckage revealed no evidence of a preexisting anomaly or malfunction. The propeller blades exhibited signatures consistent with power at the time of impact, and several tree limbs were found along the debris field with smooth, 45-degree cuts. Toxicology testing on the pilot revealed that he was taking medications for hypertension and edema. The pilot had not reported these conditions to the Federal Aviation Administration; however, the autopsy report revealed no evidence of a heart attack or any other incapacitating event. The National Transportation Safety Board determines the probable cause(s) of this accident as follows:The pilot’s failure to see and avoid power lines during a low-level aerial application operation.HISTORY OF FLIGHTOn August 27, 2014, about 0850 central daylight time, a Cessna A188B, N5850G, collided with high voltage power lines and terrain during aerial application operations near Middleton, Tennessee. The commercial pilot received fatal injuries, and the airplane was destroyed. The airplane was operated under the provisions of 14 CFR Part 137 by the pilot. Day, visual meteorological conditions prevailed for the local, aerial application flight, and no flight plan was filed. The flight originated at Bolivar, Tennessee (M08) at 0724.Reportedly, the pilot was in the process of applying chemical to a soybean field when the accident occurred. There were no witnesses to the accident. The airplane struck high voltage power lines that were about 20 feet above the ground, severing about one-half of the right wing. The airplane then collided with the ground and came to rest in a wooded area adjacent to the field.PERSONNEL INFORMATIONThe pilot, age 73, held a commercial pilot certificate with airplane, single engine land ratings. He reported 5,370 hours of total flight time on his latest FAA second class medical certificate application, dated June 12, 2014. His pilot logbooks were not located after the accident.AIRCRAFT INFORMATIONThe accident airplane was a Cessna A188B model that was manufactured in 1973. The low-wing, fixed landing gear, tailwheel-equipped airplane was fitted with a Continental IO-520-FcD engine rated at 285 horsepower at 2,700 rpm. The engine was equipped with a McCauley D2A34C two bladed, constant speed propeller.The airplane was owned by the pilot. The airframe and engine maintenance records were not located after the accident. The FAA inspector reported that the pilot, who was also an airframe and powerplant mechanic, performed the maintenance on the airplane.METEOROLOGICAL INFORMATIONMcKellar-Sipes Regional Airport, Jackson, Tennessee was located about 25 nautical miles (nm) north of the accident site. The airport elevation was about 434 feet msl. The 0853 surface weather observation (about 2 minutes after the accident) included a clear sky, wind calm, visibility 10 statute miles or greater, temperature 26 degrees C, dew point 22 degrees C, and altimeter setting 30.10 inches of mercury.FLIGHT RECORDERSA Garmin GPSMAP 76 hand-portable GPS unit was recovered from the wreckage. The outer case exhibited minor damage. The unit was forwarded to the NTSB Vehicle Recorder Laboratory for examination and data download. The data extracted without difficulty and included 16 sessions from August 23, 2014 through September 2, 2014. The accident flight was recorded starting 12:24:47 UTC and ending at 13:51:09 UTC on August 27, 2014. The device remained at the crash location and continued recording from 13:51:09 UTC to 03:22:12 UTC on August 28, 2014. Data parameters provided by the GPS device included date, time, latitude, longitude, and GPS Altitude.According to the data, the flight departed the M08 at approximately 0724. The airplane flew multiple passes on a field to the west of the accident site. The airplane was then observed in level flight on a northerly heading at 0850:34, when it crossed the east-west power line at 111 knots ground speed and about 472 feet GPS altitude. The ground elevation at the location of the power line was about 363 feet. Due to the battery on the GPS unit, the data recording may have continued after the accident event.WRECKAGE AND IMPACT INFORMATIONThe airplane struck high voltage power lines at coordinates 35°10'57.16"N, 088°53'45.38"W. The severed outboard half of the right wing was found on the ground below the power lines. The wreckage debris path was oriented on a 030 degree heading and was about 285 feet in length. The debris path ended with the engine and propeller. The engine broke free of its mounts during the impact sequence and came to rest about 70 to 80 feet beyond the main wreckage. Several tree limbs were found along the debris field with smooth, 45-degree cuts.Flight control cable continuity was established for the elevators and rudder, and for the ailerons through multiple cable separations consistent with overload. The elevator trim indicator was near full nose up. The flap handle was found in the retracted position.The fuel tank was breached. It contained blue-colored fuel that tested negative for water contamination.Impact damage was observed on the engine, most notably to the front and bottom sides. All six cylinders remained attached to the case. Both left and right magnetos remained attached to the case. They were removed and examined. When spun by hand, both impulse couplings operated normally and a spark was noted on all posts. Examination of the spark plugs revealed normal wear and deposits when compared to a Champion inspection chart.The fuel pump exhibited impact damage. It was removed from the engine and examined. The drive coupling was intact and the pump drive operated normally when rotated by hand. All fuel injectors remained installed in their respective cylinders. When removed and examined, no blockages were found. Other than impact damage, no anomalies were noted with the throttle body metering unit and the fuel manifold valve.The engine crankshaft was rotated by hand and compression and suction was observed on all 6 cylinders. Internal engine continuity was confirmed. Valve, rocker arm, and connecting rod operation was normal. Internal examination of the cylinders with a borescope revealed normal operating signatures.The propeller remained attached to the propeller flange and the flange remained attached to the crankshaft. Both blades remained attached to the hub. One of the blades displayed twisting deformation and polishing of the leading edge and tip. The other blade was bent aft, twisted, and exhibited gouges in the training edge.MEDICAL AND PATHOLOGICAL INFORMATIONA postmortem examination of the pilot was performed at the Office of the Medical Examiner, West Tennessee Regional Forensic Center, Memphis, Tennessee on August 28, 2014. The autopsy report noted the cause of death as "Multiple blunt force injuries" and the manner of death was "Accident."Autopsy found evidence of moderate coronary atherosclerosis with right dominant pattern with atherosclerotic narrowing of 50-60% in the left anterior descending coronary artery and 50% in the right coronary artery. There was no fresh clot or evidence of an old or a recent heart attack. There was diffuse atherosclerosis in the blood vessels of thebrain, but again with no significant acute findings.Forensic toxicology testing was performed on specimens of the pilot by the Federal Aviation Administration (FAA) Bioaeronautical Sciences Research Laboratory (CAMI), Oklahoma City, Oklahoma. The CAMI toxicology report indicated negative for carbon monoxide in the blood and ethanol in the urine. Testing for cyanide was not performed. Amlodipine was detected in the liver, blood, and urine. Hydrochlorothiazide and triamterene were detected in the urine and blood.Triamterene (Dyrenium®) is a potassium-sparing diuretic used in combination with thiazide (hydrochlorothiazide) diuretics for the treatment of hypertension (high blood pressure) and edema. Hydrochlorothiazide (multiple brand names) is a commonly used diuretic for blood pressure control. Amlodipne (multiple brand names) is a calcium channel blocker used alone or in combination with other medications to control hypertension. According to the FAA, these medications would not necessarily be considered hazards; however, they must be disclosed and an appropriate hypertension workup submitted to the FAA. The pilot did not declare any medications on his latest FAA medical certificate application.Flight Standards District Office: FAA Memphis FSDO-21NTSB Identification: ERA14LA409 14 CFR Part 137: AgriculturalAccident occurred Wednesday, August 27, 2014 in Middleton, TNAircraft: CESSNA A188B, registration: N5850GInjuries: 1 Fatal.

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.

On August 27, 2014, about 0850 central daylight time, a Cessna A188B, N5850G, collided with power lines and terrain during aerial application operations near Middleton, Tennessee. The commercial pilot received fatal injuries, and the airplane was destroyed. The airplane was operated under the provisions of 14 CFR Part 137 by the pilot. Day, visual meteorological conditions prevailed for the local, aerial application flight, and no flight plan was filed. The flight originated at Bolivar, Tennessee (M08) at 0837.

Reportedly, the pilot was in the process of applying chemical to a soybean field when the accident occurred. There were no witnesses to the accident. The accident site was found near an open farm field. The airplane struck high voltage power lines that were about 100 feet above the ground, severing one-half of the right wing. The airplane then collided with the ground and came to rest in a wooded area adjacent to the field. The engine broke free of its mounts during the impact sequence and came to rest about 70 to 80 feet beyond the main wreckage.

The pilot, age 73, held a commercial pilot certificate with airplane, single engine land privileges. He reported 5,370 hours of total flight time on his latest FAA second class medical certificate application, dated June 12, 2014.

James “J.T.” Taylor, an experienced agricultural pilot, was killed Wednesday when his crop duster hit a power line and crashed while he was working over a field in Middleton.

James Edward “J.T.” Taylor

Mr. James Edward "J.T." Taylor of Somerville, Tennessee departed this life Wednesday, August 27, 2014 in a crop dusting accident at the age of 73 years and 10 months.

A lifelong resident of the Somerville area, Mr. Taylor was born Sunday, October 27, 1940 to the late Andrew and Niecie Clark Taylor. He graduated with the Class of 1958 from Somerville High School and served in the Tennessee National Guard for eight years. On July 11, 1997, he was united in marriage to Mrs. Joyce Taylor, who survives. He worked as a cropduster for 44 years, and owned & operated James and Joyce Taylor Flying Service. He was also a certified airframe and powerplant mechanic.

He was a member of the Mt. Olive Baptist Church where he played guitar. He also volunteered with his band at NHC and Bluegrass Village, and sang and played music at Open Mic Night on the square in Bolivar. Among his hobbies, he was a fur taker, enjoyed woodworking, hunting, fishing and trapping, and was a member of the National Wild Turkey Federation.

In addition to his wife of 17 years, Mr. Taylor is survived by his daughters, Sherri Brown and husband Art of Bolivar, Edith Mallett and husband Tony of Whiteville, and Jamie McAfee of Atoka; sons, James Taylor, Jr. and wife Tinna of Goldsboro, North Carolina, Robert Taylor and wife Mallorie of Jackson, Wade Thurmond and wife Jennifer of Medon, and Joey Thurmond and wife Holly of Hickory Valley; brother, Leonard Taylor of Moscow; thirteen grandchildren, and one great-grandchild.

Donations made in memory of Mr. Taylor may be sent to St. Jude Children's Research Hospital (www.stjude.org/donate), LeBonheur Children's Hospital (www.lebonheur.org/ways-to-help/donate-now), The American Cancer Society (www.cancer.org/donate) or to the donor's choice of charities.

Friends of James "J.T." Taylor don't want to remember him by the mangled pictures of his crashed crop duster being published by the media. They want to remember him as the experienced agricultural pilot who was in the business for more than 40 years. They want to remember him as the talented pilot who knew nearly every three-cornered patch of farmland in the country. Taylor will also be remembered as a pillar of his community, a devout Christian, a builder, a hunter, a musician, a local hero and an icon, they said.While working over a field in Middleton, Taylor was killed about 8:30 a.m. Wednesday after his plane hit a power line and crashed."He was a very kind man, and I thought the world of him," friend Will Crump wrote in an e-mail to The Jackson Sun. "He had a great sense of humor."Friends believe the investigation being conducted by the Federal Aviation Administration and the National Transportation Safety Board will show a faulty plane, not pilot error."I can tell you that J.T. was NOT one to take his job flippantly," Crump wrote. "Safety was always his top concern. He never tried to do aerobatics when spraying a field. He flew by the book until the very end."In the late 1990s and early 2000s, Crump worked with Taylor as a volunteer ground crewman for James and Joyce Taylor's Flying Service."I helped mix chemicals, and load, refuel and wash the aircraft," he wrote. "I also refueled and reloaded the other pilots that were subcontracted under J.T."Since Crump was about 5 years old, he's been an agricultural aviation enthusiast."I grew up watching James ply his skills," he wrote. "He was always very kind to me and answered the barrage of questions I had about the nature of the job and flying he was so skilled at. The agricultural aviation industry lost a great pilot, and we all lost a kind-hearted southern gentleman. His family lost a loving husband and father."Dale Arnold, who is close enough to Taylor and his wife to call them "family," said Taylor was more than just a country pilot."Anybody that knew James knew that he was a devout Christian," Arnold said. "He was a pillar in his community, especially in his church. He did so many things to donate, to raise money, to help people. He was just a philanthropist without the money."Taylor was also an avid hunter who built and sold his own duck and turkey calls."He was a trapper," Arnold said. "He would trap animals, and the meat was either eaten or donated to charity."The pilot and hunter was also a gunsmith who spent eight years in the Tennessee National Guard, Arnold said."He rebuilt and refurbished old firearms; he collected them," Arnold said.Taylor, 73, didn't stop there. He was a musician who taught himself to play the guitar and sang with his church members."There was nothing he couldn't do," Arnold said. "He lived his life to the fullest."Taylor was the most skilled and careful pilot that Arnold, who has been a pilot for 28 years, had ever known. For now, friends and family will wait to see what caused the crash, but knowing about Taylor's strong faith is what is getting them through this time."He's home," Arnold said.